Control system.



llNllTlE TATE ATEINT FTQE,

KARL A. SIMMON, 0F EDGEWOOD PARK, PENNSYLVANIA, ASSIGNOR T0 WESTINGHOUSEELECTRIC AND MANUFACTURING COMPANY, A CORPORATION OF PENNSYLVANIA.

CONTROL SYSTEM.

Specification of LettersPatent.

Patented Apr. ill, illlill.

Application filed August 10, 1915 Serial No. 44,751.

To all whom it may concern:

Be it known that l, KARL A. SIMMON, a citizen of the United States, anda resident of Edgewood Park, in the county of Allegheny and State ofPennsylvania, have invented a new and useful Improvement in ControlSystems, of which the following is a specification.

My invention relates to control systems, and it has particular referenceto systems that are adapted to control the operation of suchpneumatically-actuated pantograph trolleys as are employed upon electricrailway cars and electric locomotives.

One of the objects of my invention is to provide a system of theabove-indicated character which shall be simple in arrangement ofcircuit connections, which shall efiectively govern the operation of thetrolley, and which shall be particularly adapted for controlling theoperation of sprin raised and pneumatically-lowered trolleys, thecontrol circuits of which receive their energy from the trolleyconductor.

Another object of my invention is to provide a positive and reliablesystem of control for governing the operation of trolleys of the generalclass referred to, which shall be so arranged as to insure the loweringof the trolley even after the supply of controlling energy is cut off byreason of the separation of the trolley from the trolley conductor.

Another object of my invention is to provide a control system having thecharacteristics hereinbefore enumerated, by means of which a pluralityof pneumaticallyactuated pantograph trolleys upon the same or difl'erentunits of a train may be concurrently actuated.

In one of its specific aspects, my invention contemplates an auxiliaryelectrically-controlled pneinnatic relay for actuating a main controlvalve to govern the supply of actuating fluid to the lowering device,whereby sufficient operating fluid may be admitted to the auxiliarypneumatic relay when its control valve is temporarily energized, toinsure the opening ofthe main control valve and, therefore, the loweringof the trolley, even though the trolley becomes quickly disengaged fromthe trolley conductor and thus cuts off the supply of energy to thecontrol apparatus.

In the prior art, it has been customary to concurrently control theoperation of a plurality of pneumatically-actuated trolleys through theagency of suitable control conductors and an auxiliary storage battery.

However, in certain types of equipments, it is desirable to dispensewith the auxiliary storage battery and to provide means for securingcontrol-circuit energy, directly or indirectly, from the trolleyconductor. In such an equipment, where pneumaticallylowered trolleys areemployed, it is evident that special means must be provided to insurethat the trolleys shall be fully lowcred and locked in position afterthey have been initially disengaged from the trolley conductor.Moreover, means must be provided for raising one of the trolleysmanually in order to obtain a supply of energy for subsequentlyeffecting the raising of the remaining trolleys of the train.

These and other objects, which will hereinafter appear, are intended tobe accomplished by the system illustrated and described herein.

The single figure of the accompanying ,0

drawing, is a diagrammatic view of a sys tem of control which embodiesmy invcntion.

Referring to the drawing, the system shown comprises a trolley conductor1, a pantograph trolley 2 having a pneumatically-released latch 3 and aspring-raised and pneumatically-lowered actuating device l, a fluidreservoir 5, an electrically-controlled valve 6 for governing theadmission of fluid to the pneumatically'released latch 3, apneumatically-actuated valve 7 for governing the admission of operatingfluid to the actuating device l, an electromagnetically-actuated valve 8for governing the operation of the pneumatioactuating device 7, amanually-operated valve 9 for lay-passing the valve 6, and a pluralityof control resistors 10 and 11 which are adapted to be connected to thetrolley 2 by means of the manually-operated switches 12 and 13 that arerespectively marked Lower and Raise.

The trolley 2 is of the pantograph type ley 2 occupies its loweredposition, it is locked in place by means of the pneumati- 11ocally-released latch 3 which comprises a latch member 15 that engages amember 16 forming a part of a contact shoe 1'7, and said latch member 15is pivotally mounted and is connected, by means of a rod 18, to a piston19 that is contained within a cylinder 20 to which operating fluid maybe supplied from the main reservoir 5 when either of the valves 6 and 9is opened. A spring 21 surrounds 1cthe piston rod 18 and biases thepiston 19 to its initial position.

The actuating mechanism 4 comprises a cylinder 22 within which pistons23 are located, said pistons being provided with piston rods 24 and 25that are respectively mechanically associated with arms 26 and 27 of thepantograph frame 2. Coil springs 28 and 29 surround the respectivepiston rods 24 and 25 and act upon the pistons 23 to cause thepantograph frame to raise the contact shoe 17 to its upper position intoengagement with the trolley conductor 1. Intermediate the pistons 23, asupply pipe 30 communicates with the cylinder 22, and this supply pipeis provided with the electrically controlled pneumatically actuatedvalve 7.

The valve 7 comprises a valve member 31 of any well known type and isactuated by means of a lever 32 which has a lost-motion connection witha piston rod 33, to the respective ends of which pistons 34 and 35 aresecured, said pistons being disposed within an operating cylinder 36 tothe right-hand 35 end of which operating fluid is admitted through theelectro-magnetically-actuated valve 8. In its normal closed position, asshown, operating fluid is cut off from the cylinder 22 while saidcylinder has an er:- haust communication 31 with the atmosphere, as iscommon in the art. The parts of the pneumatically-actuated valve 7 areso arranged and correlated as to effect the opening of the valve 31 onlyafter the pistons 34 and 35 have'been moved a material distance, orthrough substantially one half of their movement path. This insures thata relatively large quantity of operating fluid shall be admitted to therelay cylinder 36 prior to the opening of the main valve 31, and, inactual practice, the relation of parts is so chosen that the operatingfluid initially admitted to the cylinder 36 is at a considerablepressure. For instance, if the full pres- 5 sure of the fluid in themain reservoir 5 is substantially 80 pounds, the initial pressurereferred to might be arranged to be substantially 40 or 50 pounds. Thepurpose of se- 1 curing this approximate relationship of pressures willhereinafter be set forth.

The electro-magnetically controlled valve 8 for governing the admissionof operating fluid to the relay cylinder 36 comprises a 'main bodymember 40 having an inlet chamber 41 and an outlet chamber 42 that areconnected by a. passage 43 which contains a valve stem 44 having valveplugs 45 and 46 associated with the respective ends thereof. The valvestem 44 is also provided with a magnetizable core 47 which is influencedby an energizing coil or winding 48. The pass sage 43 is connected tothe cylinder 36 by a passage 49 while the inlet chamber 41 communicateswith a pipe 50 from the main reservoir 5. The outlet or exhaust chamber46 communicates with the atmosphere through a small aperture 51 which isof such size as to permit the escape of the operating fluid at a veryslow rate. i

The valve 6 is normally adapted to oc cupy its closed position, and isprovided with an operating lever 52, a magnetic core 53 and anenergizing coil 54 by means of which it may be actuated into its openposition. closed position.

The valve 9 is adapted for hand operation and is connected around orby-passes the valve 6, and said valve 9 is normally maintained closed. I

The resistors 10 and 11 are designed for the full voltage of the trolleysystem and are adapted to be connected between the trolley conductor 1and the return circuit conductor or ground G, whenever the trolley 2israiser into contact with the conductor 1 and either of the hand-operatedswitches Lower and Raise is temporarily closed. 7

Assuming the various parts of the apparatus to occupy the positionsshown, the op eration of the system is as follows: In order to lower thetrolley 2 and the corresponding trolleys of adjacent cars, the switch 12marked Lower istemporarily depressed, thereby supplying energy to theresistor 10 from which a circuit is completed through conductor 57,energizing coil 48 of the electro-magnetic valve 8, and conductor 58 tothe ground G. Upon the energization of coil 48, the core 47 andassociated. valve members 45 and 46 are actuated to close the exhaustchamber and admit operating fluid from the supply pipe 50 to theright-hand end of the cylinder 36. The admission of operating fluid, asdescribed, causes the pistons 34 and 35 to be actuated, and,'by reasonof the peculiar design and relationship of parts thereof, the valve 31is not opened until the pistons are moved through substantially one halfof their movement path. Thus, a relatively large amount of operat ingfluid, at a considerable pressure, is ad mitted to the cylinder-36 whichis sufficient to move the pistons 34 and 35 to open the valve 31, even,though the operating coil 48- of the valve 8 1s deenergized.

As soon as the valve 31 is opened, operatlng fluid is admitted dlrectlyto the cylinder 22 of the actuating mechan1sm4 to act upon the pistons23 to force them outwardly A spring 55 biases the valve to its againstthe springs 24 and 25 and to thus lower the pantograph 2 out of contactwith the trolley conductor 1.

It is evident that, as soon as the trolley 2 disengages the trolleyconductor 1., further supply of energy to the control resistor 10 is cutoff, so that the energizing coil 48 of the valve 8 is at Oncedenergized, and the supply of operating fluid to the cylinder is cutoff, while said cylinder is placed in communication with the outsideatmosphere through the small exhaust port 51. As al ready explained, theexhaust port 51 is only large enough to permit a relatively slow escapeof operating fluid. Therefore, the quantity and pressure of theoperating iiuid within the cylinder 36 is sufficient to effect thecomplete opening of the valve 31, which, having once opened, remains so,to admit operating fluid to the operating cylinder 22 during thelowering operation and, in tact, even after the trolley is latched inits lowered position.

Assumin all of the trolleys of a train to be down, the operation thereofis effected as follows:

The operator on the head end of the train opens the manually-operatedvalve 9 which admits operating fluid to the cylinder 3,

whereby the latch i iember 15 is released from the catch 16. Opening thevalve 9 also ad mits fluid to the left side of the cylinder 36 whichcloses the valve 7 and opens the exhaust port 31 This permits thesprings 28 and 29 to raise the trolley 2 by acting upon the pistons 23.

As soon as the trolley on the head car of the train is raised intocontact with the trolley conductor, it is possible to energize thecontrol resistors 10 and 11 and their associated train line conductors.Therefore, in *order to raise the trolleys on the other cars,

the switch 13 marked Raise is temporarily depressed, whereby the controlresistor 11 is energized, and all of the energizing coils 5st of theseveral valves 6 throughout the train are supplied with energy. Thus,the valves 6 in all of the cars are actuated to admit air to the unlockcylinders 3 and release the fluid from the operating cylinder 22.Therefore, the remaining trolleys are released, and their actuatingsprings permitted to raise them into contact with the trolley conductor.

iVhile T have shown and described herein a specific embodiment of myinvention, it will be understood by those skilled in the art that manymodifications may be made therein without departing from the spirit andscope of the appended claims.

I claim as my invention:

1. The combination with a pneumatically lowered pantograph trolleyadapted to nor-.

mally engage a trolley conductor, of a valve for governing the supply ofair to said trolley, and an electrically-controlledpneumatically-actuated device for operating said valve.

2. The combination with a pneumaticallylowered trolley normallymaintained in engagement with a trolley conductor, means for supplyingair to actuate said trolley, a valve adapted to control the supply ofair thereto, and an auxiliary pneumatically-actuated device foroperating said valve, of an electro-magnetically-operated valve forcontrolling the operation of said auxiliary device, said electromagnetically operated valve receiving its energization from said trolleyconductor.

3-. The combination with a pantograph trolley adapted to engage atrolley conductor, pneumatic means for lowering said trolley, means forsupplying air to actuate said pneumatic means, a main valve forgoverning the supply of air thereto, and a pneumatically-actuated devicefor operating said valve, said device being adapted to open said valveat substantially the middle of its travel, of anelectro-magnetically-controlled auxiliary valve energized from saidtrolley conductor for admitting air temporarily to thepneumatically-actuated device, whereby the main air valve is opened tocause said trolley to be lowered.

4E. The combination with a normally raised pantograph trolley, andpneumatic means for lowering said trolley, of a valve for governing theoperation of said pneumatic means, an auxiliary electrically-controlledfiuid-actuated device associated with said valve and adapted to causesaid valve to be opened when temporarily energized, saidelectrically-controlled device being supplied with energy from saidtrolley conductor.

5. The combination with a pantograph trolley normally adapted to engagea trolley conductor, and a fluid-actuated device for lowering saidtrolley, of electromagneticallycontrolled fluid-operated means receivingenergy from said trolley conductor for governing the supply of air tosaid lowering device, said lowering device being adapted to continue tolower said trolley after the trolley has left the trolley conductor.

6. The combination with a pantograph trolley, a pneumatically-actuatedlowering device therefor, and an electrically-controlledpneumatically-actuated valve for controlling the supply of operatingfluid to said lowering device, of electrical means for temporarilysupplying energy to said electrically-controlled device prior to thelowering of said trolley.

7. The combination with a fluid-actuated, currentcollecting devicenormally main tained in engagement with a supply-circuit conductor, avalve adapted to govern the movements of said device, a fluid-actuated,electrically controlled device for actuating said valve, and a controlcircuit for said electrically controlled device.

8. The combination with a normally-raised trolley adapted to engage atrolley conductor, and pneumatically-actuated means for lowering saidtrolley, of an electrically-controlled fluid-actuated device forgoverning the supply of air to said pneumatic means, a resistor adaptedto be connected to said trolley temporarily, and connections thereto forsupplying energy to said electricallycontrolled fluid-actuated device.

9. The combination with a spring-raised trolley and a fluid-actuateddevice for lowering said trolley, 01 a fluid-actuated latch for latchingsaid trolley in its lowered position, an electrically controlled valvefor admitting fluid to said latch, and a manually-controlled valve forby-passing said electricallycontrolled valve.

10. The combination with a pantograph trolley adapted to engage atrolley conduc tor, a pneumatically-released latch for locking saidtrolley in its lowered position, and a pneumatically-actuated device forlowering said trolley, of means for supplying operating fluid to saidlatch-releasing means, and an electrically-controlledpneumaticallyactuated means for governing the supply of operating fluidto said pneumatic lowering device, said electrically-controlledpneumatically-actuated means being adapted to be temporarly energizedfrom the trolley .conductor only until said trolley is lowered out ofcontact therewith.

11. The combination with a current-collecting device adapted to engage asupplycircuit conductor, means for causing said device to engage saidconductor, and fluidactuated means for causing said device to disengagesaid conductor, of fluid-actuated means for latching said device in thedisengaged position, a fluid-actuated valve for governing the supply offluid to said disengaging means, means for remotely controlling saidvalve, an electrically-controlled valve for admitting fluid to saidlatching means, and a valve for by-passing fluid around saidelectrically-controlled valve.

12. The combination with a current-collecting device adapted to normallyengage a supply-circuit conductor, of a fluid-actu ated latch forholding said device from engaging said conductor, anelectrically-controlled valve for releasing said latch, and a valve forlay-passing fluid around said electrically-controlled valve.

In testimony whereof, I have hereunto subscribed my name this 31st dayof July, 1915.

KARL A. SIMMON.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents.

Washington, D. 0.

